WO2008138353A1

WO2008138353A1 - Traffic management device

Info

Publication number: WO2008138353A1
Application number: PCT/DZ2008/000003
Authority: WO
Inventors: Hocine Amokrane
Original assignee: Hocine Amokrane
Priority date: 2007-05-09
Filing date: 2008-05-07
Publication date: 2008-11-20

Abstract

According to the invention, the global remote traffic management network includes a series of radio antenna relays operating in the GSM mode for the interactive management of (road, railway, maritime and air) traffic for better navigation security and fluidity. The navigating bodies (1A) are provided with an onboard computer: a device for the collection, storage and multimedia and interactive telecommunication of the navigation parameters (PN), or white box or peripheral antenna (1st relay) that telecommunicates, in the event of a violation, its memory block (identity, navigation abnormality, memory of the parameters of the navigation during the last minutes: speed, angle, position, accelerations and decelerations, time) to the intermediate antenna or second relay (1B) in the coverage of which it is located. The data is transferred to a central antenna or third relay (1C) that, based on the abnormality type, transfers it in turn (with the corresponding penalty) to an execution antenna (1D) or fourth relay (ambulance, police, civil defence, etc.) and the navigating body itself.

Description

COLLECTION, MEMORIZATION AND TELECOMMUNICATION DEVICE

INTERACTIVE AND MULTIMEDIA NAVIGATION PARAMETERS AND

GLOBAL NETWORK OF TRAFFIC TELEGESTION

A) The white box or DCMTMl PN:

The white box is an on-board computer that uses peripherals including access control to parameters (2a) and network, a screen, sensors of different navigation parameters (PN) 2b, c, d, e, indicators control and functionality (braking, fluid level, fire function status ... etc.), a microphone, an acoustic speaker, an air bag trigger detector, a digital camera, an external memory (auxiliary or accessory) ), a GPS transceiver, a GSM transceiver (2f) and its modem, an SOS alarm ... etc.

These devices are connected to a central unit that manages the data thanks to a memory (2g) "maintained" by a microprocessor (2h).

In case of navigational anomaly, a radio transceiver operating on GSM mode with its modem sends the memory block (the identity of the vehicle, all of its memory and the continuation of its PN in real time and in passing the identity of antennas under the cover of which it is located) towards the global network of remote management of the traffics of which it is dependent with systematic copy in its auxiliary memory. He receives in return the sanctions and an acknowledgment of receipt.

Physically, the white box has two parts: A shielded structure housing (difficult to access malicious manipulations) and sealed, including within it the noble elements (battery, CPU, accessory memory, some PN collectors - inclination, acceleration , deceleration, clock, compass, and passing relays of other parameters for sampling, GSM transceiver, modem).

Some peripherals (speed, airbag, screen, microphone, speakers, ...) are in extra muros and the wall of the housing presents orifices of entry and exit of the cables conveying the data of the peripherals.

Principle of operation:

The white box consists of a set of electronic circuits (diagram N ° 2) intended to collect the navigation parameters of the vehicle, to acknowledge this collection by corresponding beeps and LEDs (5a), memorize them continuously (memory renewed from the last minutes of navigation), and televise communicate in interactive multimedia (with a systematic copy in its auxiliary memory) to a global network of remote traffic management ( RGTT) in which it evolves with respect to a given temporo spatial reference.

The collection: is by optical or mechanical sensors (5a) relayed appropriate electronic circuits, acknowledged by a beep (5b ¹ ) and an LED (5a); storage of data by a microcontroller or itinerogram (2h) with memory or raster (2g) and telecommunications vis-à-vis the network with a radio transceiver (2f, 5e) on GSM mode with modem only in case of navigation anomaly.

The exact "anomaly" threshold from which a computer program orders the telecommunication for each parameter will be refined by experimenting the process in the field. The thresholds presented here are only indicative.

The white box is so named because it can be accessed at any time in real time, anywhere and the details of its parameters: either antegrade, (the DCMTMI PN itself communicating to the network its position and other navigation parameters - PN- or it declining only its identity "masked" to reserve a channel), or retrograde on special requisition from the central network (search, location and tracking and capture in real time).

Description of the white box (DCMTMI PN):

The white box (DCMTMI PN) consists of three compartments (diagram No. 3), powered by a battery whose communication time is several tens of minutes (30 minutes), the time to send and receive the last parameters from and to the network and a few days of autonomy without communications. This power supply is itself maintained by the alternator of the parent vehicle.

1) the compartment for collecting the navigation parameters (diagram N ⁰ 4). It consists of electronic circuits intended for the detection of the signals of the various navigation parameters by means of sensors placed on selected points of the course of their indicators. The multiplication of the sensors on the path of the indicator of the parameter increases the sampling frequency of the signals and hence the fidelity of the reproduction of the route (itinerogram) with its various parameters but in practical terms, four to eight sensors for each of the parameters are sufficient in general to respond satisfactorily to this imperative.

The detection of parameters

It is accused by three phenomena: electronic signal corresponding to it, beep sound and lighting of a LED (light emiting diode). These phenomena are transmitted and received by the network as such.

The electronic signal generated by the sensor (5a) is amplified (5a ¹ ) by the circuit stored by the iterator (2h) and transmitted (5b, c, d, e) in the network by radio waves in the event of anomaly d one or more navigation parameters (PN).

The 4-rate sound beeps (5b ¹ ) are distinct in their sound and signal characteristics according to their order of gravity. The sensor decides the rate of beeps emitted. LEDs (5a): four colors for each parameter. We can distinguish in order of gravity: green, yellow, orange and red. The simultaneous lighting of two orange LEDs on two different parameters would correspond to that of a red LED and that of two yellow to one orange.

The navigation parameters (which could be collected) are of three types: a- Navigating Body Parameters:

These are all the coordinates of the flying corps such as (2):

- the geographical orientation (east, west, north and south: EONS), inclination (sagittal and frontal), speed, acceleration and deceleration (axial, transverse or lateral, and vertical), and their equivalents: airbag physical integrity device (see below). Other parameters whose indicators are on the dashboard of the aircrew: distress signal S. O. S, temperature of the passenger compartment, the engine, fluid level (fuel, oil ...) and their pressure etc.

Note: A physical integrity device can be developed and installed on the vehicle structure. This is a simple electrical circuit passing through points elective, close to the surface of the flying corps. Any impact resulting in an alteration of this circuit will be detected by a physical (material) damage sensor and transmitted as such to the white box that will take care of the further process (transmission).

b - Location parameters (or situation): • Conventional place settings:

The location of the flying vehicle can be done in 3 modes

Either roughly by the intermediate antennas of the network (or 2 ^nd relay) or even one of the central antennas under the cover of which is the flying body (1). The covered area can be divided into 3 concentric zones from where the possibility of approximate location of the flying corps. A body detected by two or more antennas indicates its position at the location of their overlap. There must be no blind zone. Either more precisely by the intermediate antenna (3 areas: a, b, c) or overlapping area of several intermediate antennas or by cross-checking and comparing the route segment (geographical orientation version E, O, N, S) located in the navigating body of the navigator in relation to the route networks available in the central antenna databank (Figures 8 and 9). The application of this search mode combined with the previous one (zones and overlap) facilitates the location of the navigating body by limiting the space of investigation.

Or even more precisely (latitude, longitude, and time). They can be read by GPS (or its competitors: Russian Glonass or European Galileo) that will use the white box. The advantage offered by the GSM location combined with the EONS and RGTT parameter compared to the GPS is that the latter requires mapping, must be discovered (eg under the car windshield) while the GSM - EONS - RGTT is integrated in the very confines of the white box (hardly accessible to malicious manipulations) and is of low cost. The route segment recognition protocols: the regional routes being listed (8a), computer programs can make the recognition by comparison between these segments (8b) and the routes listed in the central bank routes. This search by comparison is all the easier and more reliable as this is a long journey and frequent sampling (see below). Other place coordinates: ⁵

Altitude (land and air) and depth (sea), whose variations are also detected by sensors and developed in beeps, LEDs, signals and radio waves corresponding.

Note: The tracking, tracking and capturing of the white box against a temporospatial repository in space navigation obeys the same technical requirements of recognition but is outside our study, c - The atmosphere coordinates of navigation: these are the notions indicating the altitude, the time, the atmospheric pressure, the outside temperature, the weather conditions (rain, snow, ice, fog, etc.) of the navigation field. They are also recorded by sensors installed on board the vehicle.

Examples of navigation parameter indicators: The collection of parameters can be taken directly from the source in the case of vehicles where the information is already processed and digitized in its on-board computer; elsewhere, it will be necessary to collect them thanks to specific sensors installed on the path of their parameter indicators.

a - The geographical orientation parameter indicator (diagram N ⁰ 4a):

An electronic circuit equipped with optical sensors arranged on the compass needle (indicator) course on the four cardinal points (EONS) and four intermediate directions (NE, NO, SE, SO) collects this information.

Each sensor accuses the passage of the needle of a specific electronic signal and manifests its removal by a beep (5b ¹ ) and the lighting of a corresponding LED (5a), at the same time as the electronic signal collected is transferred to the microcontroller itinerogram (6a) for storage (6b) and possibly converted into a radio wave (6c) by the GSM transmitter which takes over from its transmission to the network in the event of an anomaly (of another PN).

This parameter has no gravity character (anomaly) and is treated in situ only as an indication (itinerogram).

b - The indicator of the sagittal inclination parameter or "inclinometer" (diagram N ° 4 b): The sensors are placed here (or a drop of mercury) contained in a transparent and circular ring tubing, filled with a transparent and oily liquid.

In the horizontal, there is no signal because there are no sensors at the point of declivity of the tubing. These are arranged on selected inclinations, four on the front inclination and four on the rear (ex: 5%, 10%, 45%, and 90%).

The memorization of an electronic signal and / or the emission of a radio wave of inclination of the vehicle and the audible beeps and ignition of LED at 5% or 10% only have an information character on the mobile route but a tilt at 45% or 90% indicate the dangerousness of the situation and its treated as such (TV releases).

Note: A "frontal inclinometer" will also have the same design and will have the same considerations and penalties.

c - Acceleration and deceleration parameter indicator or "accelerometer"

(diagram N ° 4c):

There are 3 types of acceleration indicators, deceleration: axial, transversal (or lateral) and vertical. A hollow metal body is carried by a horizontal axis oriented in the direction of acceleration, deceleration detect (here the length of the body) with a negligible friction force. Any sudden acceleration or deceleration causes the displacement of this dead body in the opposite direction to the movement of the flying body and against the resistance of springs placed on both sides of it and around the axis (similarity with the airbag).

The movement of the dead body in one direction or the other is all the more important as the acceleration or deceleration are brutal.

Two (or more) optical detectors placed on each side will indicate in the order of gravity (beeps, LED, stored electronic signal and corresponding radio wave) this displacement. Ex: collision against a wall or shock from behind.

A brutal acceleration or deceleration of the 4 ^th degree: red LED (equivalent to passage 60klm / h OKLM / h in seconds or side impact of such scale) will be immediately and automatically reported to the network with the corresponding coordinates of the vehicle through a program installed for this purpose.

The failure of this parameter can be compensated for by the air bag release mechanism or a program that triggers the transmission of the memory block to the network during a determined speed drop in a short period of time (with simultaneous transfer of numbers of antennas that provide this communication).

d - The speed parameter indicator (diagram N ° 4d): Circuit and sensors identical to those of the geographical orientation. Its purpose is to detect and process this parameter according to its orders of gravitation. The collection of this variable can be drawn upstream (at the level of the current variations in conjunction with the movements of the dial hand).

e - other indicators:

Altitude, temperature, rainfall, and possibly other parameters such as the braking system, lighting ... etc.

f - a built-in clock In the machine allows to combine these coordinates with the time and place (GPS or other mode of definition of the position of the moving body).

2) the transceiver compartment (diagram N ⁰ 5):

Inspired by mobile telephony, the white box has the primary function of tele communicate its navigation parameters according to the appropriate media (SMS, MMS and voicemail ...) in case of anomaly of navigation thanks to the GSM system and a modem at global network of which it is dependent and then to receive the sanctions.

Interactivity has the effect in the anterograde (white box - network), to automatically transmit anomalies of navigation and other memory; and in the opposite direction, an acknowledgment of receipt, the penalties for these anomalies and instructions to follow. Return messaging (retrograde) will respond to programs corresponding to the types of anomalies and offenses committed and which gave rise to it. The transmitter (2f, 5e) transmits signals conveying the aforementioned navigation parameters to the receivers of the network on the GSM (or UMTS) mode by radio waves around 900 MHz and 1800 MHz, thanks to a modem incorporated in the box white.

These two frequency ranges make it possible to avoid communication saturation thanks to the Dual Band technology. Current mobile phones that can borrow any of these frequencies.

These are electromagnetic oscillations at a radio frequency called carrier frequency (5d). These waves will be modulated in amplitude and frequency by the signals of the memory block to be transmitted (itinerogram, navigation parameters in progress, identity, navigation anomaly, beep and corresponding LEDs and antennas ensuring the communication of this block).

This TV data communicated can simultaneously be transferred for copying to the accessory memory (external) of the white box.

The receiver (5f): interactively captures the signals emanating from the central relay, and the execution terminals. (The GPS itself is an independent transceiver). This is materialized by SMS, MMS and other voicemail messages reminding the driver of the instructions and reminders to the navigation order to which he must comply. This compartment could also interact with transmitters installed on road signs.

In proximity communications, the use of wireless network technologies such as Bluetooth, Wi-Fi, GPRS and smart phone (compatible with computer operating systems) could eventually be a contribution precious.

3) the memory compartment or iteroqraph. (Figure N ° 6)

The storage (6b) of the navigation parameters (electronic signals) produced by the different collecting circuits is made thanks to the itinerogram or microcontroller (6a) continuously in situ (white box) and periodically at a distance (central antenna) after receiving these given by the network. Itinerogram ("EONS" version: east, west, north, south) (diagram N ° 7). It is a valuable survey document.

It is the numerical or graphical representation (after printing) of the navigation parameters (memory) to which are added those being navigated if the vehicle remains in motion and if need be.

The memory provided by a microcontroller is a continuously renewed digital readout (6b) of the parameters of the last minutes of navigation relative to the chronological and spatial data while the old parameters are overwritten.

Its fidelity depends on the frequency of data collection. As an indication, a sampling every five seconds agglomeration would be sufficient and all ten outside. Its transmission to the network is only triggered after a severe abnormality (4 ^th degree) of a navigation parameter, because apart from this situation, the access is locked.

The itinerogram (6a) is represented by a microcontroller and the memory represents the route (6b) which can be printed on a physical medium (paper) and completed in the event of continued navigation in real time.

- In the case of conventional navigation (6a1),

The microcontroller executes a program N ° 1: Start:

- read parameters: read navigation parameters.

- memorizes (parameter, i): saves the parameter in the memory box "i" - i <- i + 1; increment the number of the memory box.

if i = 10 then i = 0; (in the case of the ten memory boxes) End:

Note: Old data is continually overwritten, so new ones are created in the memory boxes.

- In case of navigation anomaly (6a2):

There is then the execution of a second program: Start: - send all the memory / * send all the parameters stored in the memory (in our case, the ten parameters before the instant "i").

- send (i, parameter) / ^* read the parameter that is in the box "i"

- i <- i + 1. - if i = 10 then i = 0 (example of 10 boxes M) end.

The form of digital point-by-point records: digital memory of the various PNs including those of geographical orientation (E, O, N ₁ S) or GPS coordinates mentioned by position points on the tracks (7 ai, a2, a3, a4 a5 ) and in the inter tracks (7 b1, b2, b3, b4), the other PN of the moving body on its digital support "at constant speed".

Whether printed or digital, the route is a parade at a constant speed in the anterograde direction (7). It is divided into four bands or inter tracks by five parallel lines or reference tracks.

It has on its central track in the axial direction (7a3) by convention the geographical south - north and opposite this axis of departure, on the transverse lines, in the inter - track spaces the other corresponding navigation parameters (speed, time, acceleration-deceleration, inclination, altitude ...).

He presents to describe:

- a median track indicating the north south orientation (7a3).

- a median right track (7a4) indicating the south-east and north-east orientations

- a median left lane (7a2) indicating the southwesterly, northwesterly,

- a right side track (7a5) indicating the orientation is.

- a left lateral track (7a1) indicating the west orientation.

^* When the vehicle navigates full north for example (anterograde direction) (7 8), there are slight changes of direction: sometimes to the right (towards the east), sometimes to the left (towards the west) and passing of the compass needle through the north sensor. Then, a succession of points occurs on the central track (south - north). These points are mentioned with an arrow pointing up and to the right if the passage is towards the east and an arrow in front and to the left if it is towards the west while will be noted in the inter tracks the other navigation parameters (speed, acceleration - deceleration, inclination, altitude and time).

* When changing the geographical orientation of the vehicle, the corresponding sensor raises the signal and the note by a point on its corresponding track, doubled by an arrow pointing forward in the direction of progression - antegrate- (north, north East and North-West) and backwards in the direction of recoil-re-trograde - (South, South-East and South-West).

Example: when the moving body crosses the north-west direction from north to west, a position point is taken on the left median track with an arrow pointing forward and to the left; if it crosses the easterly direction from north east to south east, the position point is worn on the right side track with an arrow pointing right and back and so on. (See the route Fig. 8 and its route fig.7).

At regular intervals (every 5 seconds?), At each "crossing of a geographical orientation" EONS, and at each navigation anomaly, the position of the aircrew is indicated on its corresponding track by a position point at the same time as are mentioned in the inter tracks the other PN. Each PN change is mentioned in its inter-track.

"The shape of the plot: it is deduced from the preceding data which it illustrates in line segments (solid line) joining the position points, representing the route of the mobile in the direction of progression (anterograde) and dotted lines in the direction of recoil (retrograde). (7).

• Itinerogram GPS version: It consists of periodically reporting the navigation parameters to the GPS coordinates (x, y, altitude and time); is distinguished from conventional GPS by the addition to position and time of parametric data complementary and synchronous. For this, it is necessary for each region to have a map, something not essential to the version E, O, N, S. This detection system does not distinguish between the forward and reverse gear, but takes the parameters of the point evolution of the body in space.

The curve evolves continuously from start to stop and obeys the same global progression and retreat requirements as the previous one.

Notes:

* Both EONS and GPS routes can be paired on the same route.

* The advantage offered by the GSM location combined with the EONS-RGTT parameter compared to the GPS is that the latter requires mapping, must be discovered (eg under the car windshield), hence its vulnerability whereas the GSM - EONS-RGTT is integrated in the very enclosure of the white box (hardly accessible to malicious manipulations) and is less expensive

B) the global network of remote management of the traffics (RGTT): (diagram N ° 1) Ii Description: By analogy, it is modeled on that of the mobile telephony of which it borrows the modes of transmission (audible beeps and LED corresponding to the messages SMS , MMS, voicemail and other multimedia communications) and logistics. To avoid cluttering the network, a DCMTMI PN only communicates during a navigation anomaly.

The global network is a set of transceiver relays whose function is to receive coordinates in anomalous state emanating from the flying fleets, to memorize them, and to sanction them by an interactive messaging system, product of programs installed in the central relay of network.

This management of traffic by interactive telecommunication is done via a logistics that represent the following four relays.

^1st relay or the peripheral relay (diagram N ° 1a): This is the white box (or DCMTMI PN) which is the power source of the global network information. It deals with the development of radio waves from electronic signals taken from the PN, their phono and LED charge, their storage, their transmission to the network in case of anomaly on the GSM mode by means of a modem (with simultaneous transfer of its memory block: itinerogram, current navigation parameters and the identity of the flying corps) and the receipt of the sanction in return.

^2nd relay: the intermediate antennas (receiving and transmitting) (Scheme N ⁰ Ib)

• Short-range base stations: radio transceivers distributed over a given area. They provide the connection to the white box by radio waves over a radius of a few tens of kilometers.

Here, wide frequency ranges prevent communication saturation, especially in large cities (Dual Band technology). The zone covered can be divided into 3 concentric parts from where the possibility of approximate localization of the flying corps.

β The area covered by a base station is called the "area". Each station connected to a central station by the wired telephone network or by waves consists of a control unit and several antennas fixed to a tower.

When a vehicle with a white box (DCMTMI PN) enters regular (conventional) navigation in a sector, it declines its identity number to the station which reserves a channel until it leaves the area hence the possibility of calculating the density of the traffic on each part of this zone.

There may be overload in the urban area in this channel reservation system, hence the need for a large number of antennas and roaming.

This relay is an antenna for receiving and transferring navigation coordinates.

As a gateway to the wave in the network, they are intended to receive the radio waves carrying these coordinates emanating from the white boxes (DCMTMI PN) and to transfer them to the management center. In the satellite communication case, that plays the same role as the base station ^(2nd relay) except that it covers a much wider area. In this respect, it is satellites (and radars?) That provide radio coverage of desert regions and oceans.

^3rd relay: the control or central antenna: (Scheme # 1 c)

Intended to receive in addition to the vehicle identification number and its anomaly of navigation, the coordinates of the last moments of navigation - itinerogram - and the possible continuation of the transmissions (reception), to memorize these coordinates, to analyze them in the light of their programs and to sanction them automatically. These sanctions, operated by a microprocessor of the 3 ^rd relay central unit, are either in the form of appropriate messages, the execution of which is done by automatic answering machine (eg voicemail), automated tickets, automatic alerting of intervention units (relays). terminals) etc. or via the execution antennas (4 ^th relay).

Thus, by receiving blocks of information on the 900 MHz and 1800 MHz radio bands, in the GSM mode in multimedia form (SMS, MMS, UMTS), the central antenna in return carries out a corresponding and automatic messaging (in execution of programs consistent with faults of 4 ^th degree) to the vehicle itself and / or to the other of the 4 ^th relay response structures (police, civil protection, EMS, police ...

a - With the ability to access "unidentified" (without revealing the identity - respectée- protection) to the white boxes under its coverage, the ^3rd relay allows through a program to analyze networks traffic (GSM-RGTT EONS protocol) and propose to Mariners ⁽¹ relay) the choice of routes.

These are done through the representation of the network with the respective densities of traffic on each of its parts (green, orange and red). b - Elsewhere, access "identified" to the white box (infringement of individual freedoms) and the confrontation of the current route segment and current navigation parameters, to the route networks listed in the memory of the antenna power plant will allow to follow in real time and inexpensively the evolution of a body navigating in these networks. This access can only take place from the plant and at the request of a competent authority for a major reason.

The location and / or pursuit of the aircrew on the "identified" mode is part of the theft of vehicle, hit and run, accident ... etc. It is the program of recognition of the segments of itineraries whose first corollary is the realization of a standardized route, (Figs 6, 7, 8, and 9).

Definition: The standardized route is made from the digital itinerary (6b, 7) by stripping it of its PN while keeping only the spatial morphological representation. This is the 3D representation of the moving body's route at a given scale and represented under 3 angles of view (9):

- Mass view (9b): bird's eye view looking south (or north) altitude, - Horizontal front view (9c) looking at the north (or south) vehicle,

- and horizontal profile view (9d) looking at the mobile of the east (or west).

The execution of such a program goes through several stages:

- To have in the central memory an exhaustive and 3D representation of the standardized itineraries of the locality on a defined scale. Ex: 1/5000 in city- and applied on its representation in relief.

- Reception or download of the memory (itinerogram) of the vehicle in question (white box) and the continuation of its evolution for its pursuit in real time. (Fig 7). - Translating this route into a standardized route (memory processing). She herself goes through several stages:

• Uniform navigation parameters (constant speed).

• Stereo construction of the route (DAO): to realize the representation in 3D.

• Standardization and configuration of this route at the same scale (8a ') as that of the traffic network of the central memory and with the same standard of viewing angles (mass view and in the south-north conventional direction, profile view and front view). • Confrontation of the standardized route of this mobile body to the available routes in the central bank (8a, a ').

• Location of the pursued vehicle (8b).

• Continued in real time if the mobile is still navigating thanks to the continuous reception of its navigation settings.

• Issuance of these data in real time ^on the ^4th relay.

• Running and catching body pursued by the mobile units of the 4 ^th relay. Synthetic,

• the memory document (digital itinerogram) that will reach the central will have for example the forbidding form of fig. 7.

• after treatment (standardization), thanks to a program, it will take the form of Ia fig.8a '.

• after its confrontation thanks to another program with the "a" part of the city from which we know it arrives (antenna Ba), our route resumes its exact place (8a, a ', b).

• by continuing to receive the PNs of the vehicle in question, it is possible to proceed with its capture.

In the case where the driver adopts high navigation speeds (eg hit-and-run), the paper surface may be small for the printed route. It is then sufficient to reduce the scale of its navigation and apply it on a network also reduced to the same scale.

c - In addition, the 3 ^rd relay is equipped with tracking and tracking programs (via the 2 ^nd relay) of all bodies navigating on GSM mode, classified "to identify" incoming or outgoing of certain geographical limits obliged or forbidden to access. The body in question is classified as "offense" and declared to the services of the 4 ^th relay itself.

This leads us to define the areas of navigation required or forbidden to stay: This program is interesting in the maritime navigation in or outside the territorial waters or the land and air borders of the countries or in the specific control of the route of certain vehicles whose owners want to limit the route or the navigation area. It will then be classified as "anomaly" and transmitted as such to the network. The surveillance of nationals sailing within the territorial boundaries (air, land, sea) passes through a "red" zone where the system must be deactivated by the national operator and connected to the network of the country visited. Penetration into this area by nationals without "authorization" is considered as "infringement" and treated as such.

The intrusion of a foreign aircrew (not declining its identity) raises the problem of its detection, location and continuation by other modes of research (other than GSM mode) and need for collaboration with foreign collaborators (interoperability) .

While awaiting the results of these investigations, the body will be classified as "unknown".

4 ^th relay: implementing or terminal antennas (NT Scheme 1d): constituted by mobile receiving stations and stationed at the intervention groups as:

- police and civil protection services.

- rapid response health services, - customs and border police,

- national gendarmerie etc.

Given the freedom of movement and the right to discretion, these services are alerted and informed of the memory block of the mobile body (identity, geographical position and type of "anomaly of navigation") in case of imminent danger or proven or serious offense.

2) Mode of operation Each region is divided into zones and each zone into sectors (1 a, b, c, d). When a vehicle equipped with a white box (DCMTMI ... PN) enters a sector, it automatically declines its identity (hence the ability to calculate traffic density) and its navigation coordinates in case of anomaly navigation.

A program protected by a password giving the central relay can trigger the request of the position coordinates of the vehicle by way of its retrograde itinerogram confronted with the database of the central antenna or its GPS.

a) With the engine off, its DCMTMI PN is classified in the standby mode, ie only the retrograde (authorized) search is possible: if it is desired to search the parameters of its navigation from the central antenna, just unlock its white box (password) and download some or all of its memory block. Anterograde declaration takes place only through the alarm button of the SOS device triggered by the owner in case of breakdown, accident or misguidance in the desert or at sea or plane crash.

When a navigating body has not been found by any search mode (neither through the relay under which it is navigating, nor through its received and unidentified itinerary, nor through the GPS location, is classified unknown.

b) Engine switched on, it becomes interactive, that is to say that it is able to transmit and receive from and to the network in the order of "gravity":

* At degree 3, the transmission is effective. It declines its memory and all its navigation parameters outside its position (except parameter need), then stops its transmission.

* At degree 4, the DCMTMI PN declines its memory block (position included) and continues to transmit its coordinates to the network until its range is exhausted or communication is cut off by the network which eventually orders the terminal to execute them. measures to be adopted. To mitigate any eventuality, any telecommunication of degree 4 will systematically be the subject of a sustained printing (valuable document) in real time for the duration of the connection with an acknowledgment of receipt in return.

Technically, when communication is performed from a device or relay ¹ (white box) to a central relay (1), a connection is first established with the base station ^(2nd relay) which interrogates the primary core of the network to which is bonded the addressee terminal (here the 4 ^th station, in addition to its own reception). The control unit then returns the address of the terminal relay cell (often the same as the DCMTMI PN). Multimedia communication is started. In this context, there is: ¹⁹

• Conventional or unobtrusive navigation (green LED), which is indicated to the network only by way of anterograde route for calculating traffic density and other statistical and forecast parameters. It means the state of good operation of the network system.

• Navigation reported (declared) due to anomalies classified in three increasing orders of gravity:

- Yellow LED: slight infraction: moderate speeding, sudden deceleration.

- Orange LED: speeding, steep slope of the road. - Red LED: vehicle theft, hit-and-run, accident (airbag), inclination greater than 45 °, temperature above 90 °, penetration or exit of bounded boundaries, or other imminent danger. Here, the degree of gravity is recognized at the 2 ^nd , 3 ^rd and 4 ^th relay by the rate of sound beeps (5b '), the color of the LED (5a) and the transcribed message (SMS, MMS) according to pre-installed programs.

The intervention of the 4 ^th relay (civil protection, police, ambulance or others) in case of danger can be proven after the location of the vehicle in question (via GPS vehicle itself or RGTT network) on the Automatic Query Central relay! who transmits to the intervention and execution body the identity of the vehicle, its type of offense, its memory and its geographical location in real time (memory block). (8 a, a, b) This transmission could be communicated directly to the 4 ^th relay intervention and compulsory use of the second and third relay is due to the obligation to order the flow of information and taxes service due to the operators who provide it.

Protocol for storage and transmission of data by the white box to the global network on GSM mode:

1) determine the parameters to be memorized and then transmitted. 2) choice of the microcontroller: ATEMEGA 64 or 128 (16Mhz).

3) choice of data encoding: 2 bytes for each size.

4) Storage and dispatch procedure:

4. a): interruption of the microcontroller timer giving the order of storage every second: * incrementation of the seconds, incrementation of the minutes, incrementation of the hours, reading of the position, reading of the speed and other PN, saving of the EEPROM, 4b) Interruption in case of anomaly (passage in priority).

* stop any other function of the microcontroller, read the data of the last ten seconds (or several tens of seconds) from the EEPROM, coding this information in PDM, send the SMS message formed to the GSM modem by AT command.

claims

Claims

Claims ²¹

1- The global network of remote traffic management is characterized in that it comprises a series of transmitters transceivers (beacons) on the GSM mode according to (1). ¹ relay (1A) being the board computer (white box) of the flight body forming part of the traffic, the ^2nd relay (1 B), the intermediate antennas for transmitting the information from the ^1st to ^3rd. This one (1 C) being the central one which is a center of reception, treatment and sanction of the information. This penalty is automatically redistributed to ¹ and / or 4 ^th relay (1 D). The operation of this network is subject to mandatory subscription contracts (taxes) between operators and subscribers. The involvement of foreign operators especially in border areas for interoperability is necessary.

2- Equipped with a standalone power supply, the white box (2 and 3) or device for collecting, memorizing and multimedia telecommunication of the navigation parameters

(DCMTMI PN) is a board computer that can be equipped with any mobile vehicle. It is characterized in that it comprises: Devices: collectors (2a, b, c, d, e, f ...) of navigation parameters (speed, inclinations, acceleration and deceleration, geographical orientations, time etc.) ), an access command to these parameters and to the network, indicators of control and functionality (braking, fluid level, state of function of the lamps, etc.) an acoustic enclosure, a microphone, an SOS button, a screen, a camera, an external (auxiliary) memory, a GPS transceiver, a GSM transceiver (2f, 3c, 5e), modem. These devices are connected to a CPU that contains a motherboard with a microprocessor (CPU), an internal memory (3, 6b, 2g) and contained itself in a shielded housing and sealed with other noble organs (battery, memory auxiliary collectors some PN - slope (2c), acceleration (2b), deceleration, clock, compass (2d), and passage of the relay of the other parameters for sampling, GSM transceiver (2f, 3c, 5 ^e, f) modem ).

3- According to claim 1, the white box (DCMTMI PN) comprises parameter collectors (2a, b, c, d, e; 4a, b, c, d) provided with optical sensors (5a) arranged on the path of the indicators of these parameters. They are intended: to take orders of selected sizes, to develop specific electronic signals (5a ¹ ), to materialize them by optical components (LED: 5a) and phonetics (audible beeps: 5b '), to transcribe them for memory (itinerogram: 2h, 6b, 7) by a microcontroller (itinerogram: 2h, 6b) and transmit them by radio waves (2f, 3c, 5e, 6c) to the global network (1) of remote management of traffic in case query or navigation anomaly with a systematic copy in its external memory (auxiliary) on GSM mode

4 - According to claim 1 and 2 the collectors of navigation coordinates are characterized by optical sensors which show the passage of the indicators of these parameters on certain chosen values, amplifiers (5a ^J ) of these signals which will undergo three orders of phenomena : a) The charge of the signal by a beep (5b ¹ ) and a LED characteristics (cadence and color) according to their order of gravity. b) Memorization: development of a digital memory (itinerogram: 2g, 6b, 7) thanks to a microcontroller (itinerogram: 2h, 206a) which continually crushes the old PN and replaces them with new ones.

The digital memory can be printed on ribbon paper for expertise (graphical route diagram). c) Multimedia Telecommunications of the memory block (vehicle identity, itinérogramme, current navigation settings, anomaly, beep and LED corresponding to the seriousness of the anomaly) and interactive (-contravention sanctions, support the 4 ^th relay tracking - and acknowledgment of receipt) through a GSM transceiver and modem. This anterograde transmission is triggered by the navigation anomaly itself (program). This TV data communicated can simultaneously be transferred (copy) to the accessory memory (external) of the white box. The PN indicators are represented by: a) The compass needle for the geographical orientation E, O, N, S (2d); (b) speed needle or its electrical sensor (2e); (c) Mercury drop in a closed vertical and sagittal ring closed tubing for forward, backward and lateral inclinations (2c); d) Dead body moving forward or backward against spring resistance in sudden acceleration and deceleration (2b); e) Airbag ... etc. ²³

• Functionality and navigation control indicators: braking, fluid level, fire function status, windscreen wipers, ... etc.

Apart from the orientation and location parameter, the others (7t, va, i) will be classified in four gravity transcribed as such in the memory (itinerogram) which will be sent to the network in case of seriousness for study and sanction according to programs installed in the database of the central antenna at the same time that it is transferred to the external memory of the white box. Three types of parameters can be taken, memorized and possibly communicated: a) body (speed, inclination, orientation and acceleration, deceleration, time, etc.); b) location (altitude, depth, latitude, longitude, route) and c) atmosphere (temperature, atmospheric pressure, rainfall, etc.)

5 - According to claims 1, 2 and 3, the general diagram (synoptic) of a navigation co-ordinate collector (5) is composed of a sensor (optics: 5a) of parameter (PN), with an electronic circuit which amplifies the signal in real time thanks to an amplifier (5a ¹ ). This sensor decides the rate of beeps (5b ') transmitted to the network through two oscillators (5b, c, d): one for information, the other for the carrier wave.

6 - According to claims 1, 2, and 3, the PN digital data, the location, tracking and GPS capture protocol is more accurate than the GSM-EONS-RGTT system but more expensive and must be exposed therefore vulnerable while this one (white box) is integrated into the very enclosure of a sealed and shielded case, hardly accessible to the malicious manipulations (autonomy of supply and communication despite the cutting of the cables). At regular intervals (every 5 seconds?), At each "crossing of a geographical orientation" EONS, and at each navigation anomaly, the position of the aircrew is mentioned on its corresponding track (7a 1, 30a2, a3, a4 , a5) by a position point doubled by an arrow oriented in the direction of its progression (7) at the same time as are mentioned in the inter tracks (7b1, b2, b3, b4) the other PN (t, v, have). The middle runway (7a3) represents the south - north axis; the right track (7a4), the southeast axis, northeast; the left lane (7a2), the southwest, northwest axis; the far right track (7a5) represents the east and the far left track the west (7a1). On all these tracks, the evolution towards the north (anterograde: 8N) will be made in solid line joining the points of position, and towards the south (retrograde: 8S) in dashed lines. The transition from west to east will be indicated by an arrow to the right and vice versa. The altitude and the depth are mentioned as the other PNs in the inter tracks.

7 - According to claims 1, 2, 3, and 4, the PN are collected, stored and, in case of anomaly issued in the GSM mode (2f, 3c, 5e, 6c) and modem via carrier radio waves (5d ) to the global traffic management network (1) with the vehicle identification number and the relevant anomaly of that transmission. To deal with the transmission constraints of the memory block (too long a file of several tens of minutes), it would be advisable to proceed with a fragmentation of the data and / or a split emission starting with the final part of about thirty seconds. . The memory block (7) received by the central antenna will be processed (9a, b, c, d) to make a spatial representation of its route segment (this is the translation of the itinerogram into a standardized route (8a, a ', b, 9) according to a route segment recognition protocol) which, compared (thanks to a specific computer program) to the route networks (8a) available in the central data bank, can accurately locate the route segment in question in the network and the location reached by the moving body and follow it in real time in its progression. The central antennas (or 3 ^rd relay: 1 c) will acknowledge, process the received messages and sanction them according to their type (thanks to computer programs of data processing) by a radio message either of contraventions and / or reminder to the order addressed to the receiver relay ¹ (1A), or notice of intervention or further directed to implementing antennas (4 ^th relay): (1 D). These are mobile or stationed in the radio reception offices of the intervention forces (police, ambulance service, fire brigade, etc.). Their function is to intervene as soon as possible for the purpose of capture or rescue or other use.

8 - According to claims 6 and 7, The ^3rd relay database also has an exhaustive list of Area routes to a standard scale (8a) and in 3D configuration and the memory of the last moments of navigation (7). And in front of each request (determined by a navigational anomaly) of localization, tracking and capture of a navigating body, an instantaneous comparison between its itinerary (after treatment) and the routes described above (8a, a ', b) will determine the exact position and allow its continuation in real time. During this, and to facilitate capture, the real-time data is transferred directly to the mobile response body receiver (4 ^th relay: 1 D) which chases the target in the field and on-screen. The intrusion of a foreign aircrew into a frontier zone will be subject to anterograde (7) data transmission (to the central antenna) on the express condition of having the mode of communication of the foreign aircrew (necessity cooperation - interoperability - with foreign operators). These are the characteristics of anterograde data transfer and how they are used. Retrograde research is to go up the network in the opposite direction. Access "authorized" on special requisition in the white box via a program protected by a password, apart from any anomaly of navigation makes it possible to take its memory block (especially itinerant) and to exploit it for purposes of localization , real-time tracking and capture.

9- By declining their identity to the global network during the conventional navigation, the navigators receive from this one in return the display by synthesis the distribution of the navigating bodies on their screen (density of the traffics on the various segments of routes). Hence the choice of subscriber routes. This service can be provided by both the GPS system and the GSM-EONS-RGTT (8).

10 - according to claims 6, 7 and 8, two types of location of a navigating body can be described whose types of transmitted or required messages will induce crisis management sub-program (consequent sanction) as precisely and specific as possible: * The anterograde location: it is the white box itself which, under the effect of a navigation anomaly that triggers through a program the instantaneous transfer of its memory block (identity, anomaly, route and PN in progress) with passing the antenna or antennas (2 ^nd and 3 ^rd relay) under the cover of which it is. This transfer can be combined with the degree of anomaly: yellow LED: intermediate antenna, orange LED: central antenna, red LED: detailed route with GPS position. • Retrograde location: at the request of a competent authority, motivated by a major reason (serious accident, hit-and-run, violation of borders ...) and in full respect of the freedom of movement and discretion, an informed operator accesses the white box of the mobile body in question in order to define the seat, the state and possibly to communicate with the driver. This location requires a password that allows you to reveal the position in several steps: main central antenna, peripheral central antenna, intermediate antenna, route and GPS position.

11- According to claims 2, 3 and 4, the use by the white box and the global traffic management network of other modes of telecommunications than GSM, such as bluetooth, 3GPP (UMTS), Internet-WiFi, WLL , or at sea in depth (sonar) or in the air (which can relay or supplement the GSM, with converters interposed between the different modes) can enrich this system or bypass or remedy some disadvantages (network saturation, speed of access , high speed -bit / sec- etc.). But whatever its mode, any telecommunication must first be scanned if the message is analog.

12- According to claims 6, 7, 8, 10, and like the radar surveillance of road traffic, the installation of remote surveillance cameras on selected points traffic, or access to white boxes randomly drawn at any time and at any point in traffic allows 4 ^rd relay station crews to monitor and control the navigation parameters remotely (horn, flashing, speeding, stop lights, non-compliance with red lights or priority ...), virtual interventions accordingly (callbacks, tickets with acknowledgment of receipt, ...) by interactive communication (GSM, Internet ...) in retrograde access and, in case of refusal to comply, mobile teams of 4 ^th relay will intervene on the ground (real action).

13- According to claims 6, 7, 8, 10, and all parameters that can be fully digitized (EONS orientation and speed included), it is possible through a program to find the arrival point of the moving body with precision by conjugating these parameters to the time when one has its memory (itinerogram) with the starting point only as a reference. This is less obvious at sea or in the air where meteorological factors come into play.

14- Note at any time the density of the traffic of the flying fleets (any mobile body entering under the cover of an antenna, declines its identity "protected") and propose consequently choices of routes according to the densities recorded on the different networks listed, resulting in better traffic flow.

15- Ensure compliance with the standards allowed in the navigation parameters (PN) and thereby improve road safety by means of deterrents (interactive messaging between the white box and the network) or repressive (contraventions in case of proven infringement).

16- Instantly alert the intervention corps or 4 ^th relay (UAS, firefighters, police, national gendarmerie ...) from the 3 ^rd relay through sub-programs, the imminence or the actual nature of an accident , vehicle theft, hit-and-run etc., stating the exact location and the route continuation in real time.

17- Arrange for a survey (police, insurance ...) a valuable survey instrument: the itinerary: detailed record of the various parameters (PN) of the last moments of navigation.

18- Control of the navigation area of certain mobile bodies: access and exit control of certain vehicles in certain listed or prohibited navigation areas (frontiers, territorial waters where GSM coverage may be over 30 km, airspace, smuggling ... etc.) thanks to interoperability with foreign operators, hence the security of territory.

19- Possibility of localization and pursuit in real time of a corps navigant thanks to access "authorized" (special requisition) in its white box via a program protected by a password, apart from any anomaly of navigation.

20- Possibility of multimedia communication, interactive and in real time between the browser and the global network for multiple utilities. 21- Assist mariners in case of distress (breakdown, accident, sinking, crash, misplacement, hence several types of SOS: health, fire, mechanic ...) thanks to access antegrade or retrograde in its white box.

22 - Protected navigation (whether declared or unobtrusive): the coverage by real-time tracking (anterograde and retrograde access in the white box) of the PNs of certain bodies or processions of aircrews (officials, VIPs, military convoys, transfer of funds, prisoners ... etc.) allows rapid intervention if necessary. Access retrograde white box also allows: 23 - The protected Navigation: real-time tracking (FN) and Rapid Response (4 ^th relay) if needed official vehicles or processions or "precious" or dangerous.

24 - Control of navigation areas obliged or prohibited access (territorial security) through interoperability with foreign operators. 25 - Itinerogram (memory: 6b, 7) is a valuable survey document for any police or judicial investigation. Vehicle location element in case of distress (SOS, breakdown, accident, misplacement, plane crash, ship sinking ...).

26 - All the parameters that can be digitized (the EONS orientation and the speed inclues), it is possible thanks to a program to find the point of arrival of the moving body by conjugating these parameters to the time when one has its memory ( route) with the starting point only as a marker. It is possible to proceed to the location of the aircrew from known landmarks.

27 - Retrograde access makes it possible to pass advertising spots and flash information to a selected public: each type of communication aimed at a chosen public or a zone (antennas) interested in the information.

28 - Localization, pursuit and capture of national vehicles (in the same mode of communication) in a border zone (prohibited from access), upstream of international spaces.

28 - Verification and real-time monitoring of the functioning of the NPs and the control and functionality indicators (braking, fluid level, fire function status

29 - For foreign navigators: the intrusion of a foreign aircrew (not declining its identity) and not communicating on GSM mode, poses the problem its identification, its location and continuation by other modes of research and need for collaboration with foreign collaborators (interoperability). While awaiting the results of these investigations, the body will be classified as "unknown". Access allows retrograde parked teams 4 ^th relay remote intervention (PN checks, calls to order by audio messaging, ticketing with acknowledgments and, in case of refusal to comply with the order , the navigator followed in real time in his race will be the subject of a control in the field thanks to the mobile teams of the 4th ^relay.This access also makes it possible to check the conformity (or not) of these commands (brakes, turn signals, stop lights, ...), to alert the browser by automatic messaging and possibly to report it to mobile teams.